We’ve almost finished up our detailed reviews on each of Honda’s 2018 motorcycles but we’ve got a few more to go and this is one of the gems that we can’t forget about… The 2018 Honda CBR1000RR also known as the Fireblade in many other countries around the world. Sometimes people confuse them and think that the CBR1000RR and Fireblade are two separate models but they are one in the same. This year there isn’t a lot of news to pass along regarding the bike as it is the same bike as the outgoing model-year as last year was its big day, when Honda pulled the wraps off the project they had been working on for quite some time.

2018 CBR1000RR VS 2017 CBR1000RR Changes / Upgrades? Yes and no. Honda didn’t do any major changes to the detailed inner-workings of the 2018 CBR1000RR but they did do some changes when it comes to colors. Last year the color of red Honda used was referred to as “Victory Red” but for 2018 it is now referred to as “Grand Prix Red”. It’s still the same combo of colors mixing red, black and white together but if you study the side-by-side pictures (below this paragraph) of a 2017 CBR1000RR versus 2018 CBR1000RR you will be able to spot the subtle tweaks in how they have mixed up how the colors tie into each other. While we’re on the topic of colors, the 2018 CBR1000RR SP model also may look exactly the same at first glance but they have mixed up the color combo on it too and it’s now called “Grand Prix Tri-Color” instead of “HRC Tri-Color” from last year. Another tidbit of information, Honda will not be building a 2018 CBR1000RR SP2 model for the USA… It will be sold in select other countries around the world. Let’s do a brief recap on what was changed last year;

Recent CBR1000RR Model Changes / Updates:The Honda CBR1000RR Fireblade goes to the next stage of Total Control. Last year, 90% of major components were revamped. Power to weight ratio was improved by 14% – reaching the best level ever for the Fireblade – thanks to a 33 lbs / 15kg weight reduction and 10 HP power boost. Now it’s also equipped with Honda Selectable Torque Control, Selectable Engine Brake, optional ABS, Riding Mode Select System and Power Selector, full Showa suspension and RC213V-S MotoGP derived technology. This is just a quick overview though, for even more details and an in-depth break down on all of the changes make sure to read all of the info below…

Key 2018 CBR1000RR Info (for those in a hurry):

2018 CBR1000RR Model Options / Variations:

Option 1: ‘Standard’ model

Option 2: ABS (Anti-Lock Brakes)

Option 3: You have the SP version of the CBR1000RR that offers even more goodies. I go over those details in-depth below.

Option 4: The 2018 CBR1000RR SP2 takes what all of the technologically baaad goodies that the SP model has but steps it up another notch or five and adds different engine internals, lightweight wheels and more to the list and being even more limited too when it comes to production numbers.

2018 CBR1000RR Price: $16,499 (ABS $16,799) (SP $19,999)

2018 CBR1000RR Release Date: April 2018

2018 CBR1000RR Colors: Grand Prix Red, Matte Black Metallic

2018 CBR1000RR ABS Colors: Grand Prix Red, Matte Black Metallic

2018 CBR1000RR SP Colors: Grand Prix Tri-Color

2018 CBR1000RR Horsepower: 189 HP @ 13,000 RPM

2018 CBR1000RR Torque: 84 ft/lb TQ @ 11,000 RPM

2018 CBR1000RR Miles Per Gallon: 41 MPG

2018 CBR1000RR Review Contents:

1. | CBR1000RR Introduction

1.1 | Quick Overview of Specs (for those in a hurry)

2. | CBR1000RR Model Overview

3. | CBR1000RR Key Features

3.1 | Chassis Electronics

3.2 | Chassis / Frame

3.3 | Engine Electronics

3.4 | Engine

4. | CBR1000RR Videos

5. | CBR1000RR Photo Gallery / Pictures

6. | CBR1000RR Technical Specifications

1. | Introduction

Please keep in mind that anything I say is “new” or refer to as new, was new as of last year when the CBR1000RR and CBR1000RR SP models when through their major redesign. First introduced overseas in 1992 (and in the U.S. shortly thereafter), Honda’s largest CBR has continuously reset expectations of what an open-class sport bike should be, with a holistic “Total Control” design approach that focuses on cornering, acceleration and braking. That practice is taken to the next level with the new-generation CBR1000RR SP, which has a high-performance power-to-weight ratio. Fully loaded with a cutting-edge electronics package, the CBR1000RR SP is underpinned by the “Next Stage Total Control” concept, with nimble handling and amazing acceleration.

1992. And something new stunned the motorcycling world. Radical thinking from Honda focused on the ratio between power and weight and the CBR900RR Fireblade arrived fully formed at the perfect balance point between the two.

Physically smaller and much more agile than the larger capacity competition, its four-cylinder engine also packed real punch. The Fireblade reset expectations of just what an open-class sports bike should be, and what it could do in an era when outright horsepower and straight-line speed had long held center stage.

Over the following 25 years the Fireblade has seen many changes and been through many evolutions – each underpinned by the concept of Total Control. Each generation has built on the legacy of the original Fireblade, providing a superbly balanced package that works incredibly well on track and, even more importantly, is both exhilarating and uniquely rewarding to ride out on the open road.

The fact the CBR1000RR Fireblade is so good when actually raced on real roads – at the Isle of Man TT, for instance, where it is the most successful 1000cc machine ever with 23 wins to its name – is testament to its speed, handling and ability to perform in the most testing and extreme of ‘real world’ conditions.

Scroll to present day and there is an almost all-new CBR1000RR Fireblade that was just introduced last year. Three of them in fact: the CBR1000RR Fireblade, CBR1000RR Fireblade SP and CBR1000RR Fireblade SP2 (sadly the SP2 won’t carry over to 2018 though). And Honda’s engineers have remained true to the first principles of the original project – power to weight – with the focus on handling, cornering and acceleration.

Thus, the benchmark CBR1000RR Fireblade is significantly lighter than the outgoing model, makes more power and has a cutting edge electronics package that underpins the project’s development concept of Next Stage Total Control.

It is everything that a flagship superbike should be…

Mr M. Sato, Large Project Leader (LPL) on new CBR1000RR Fireblade:

“All 1000cc sportsbikes are extraordinary examples of high performance engineering. But for us, for our new Fireblade we want extraordinary to be the pleasure of handling and controlling such a machine. Its true purpose – wherever it’s ridden – is to enjoy something that is not normally experienced in everyday life, something that cannot be surpassed.

The very first CBR900RR remains a milestone in our history, and an inspiration we have drawn on to radically reduce weight and increase power. And, to go to Next Stage Total Control, we have added an electronic control system that is there to support the rider, totally.

What then can our new Fireblade promise our customers? That is simple – the pure joy of riding.”

1.1 | Quick Overview of Specs / Features

2018 CBR1000RR Engine / Drivetrain:

Valve lift and timing have been optimized for higher engine speeds, with the maximum raised fro 12,250 to 13,000 rpm.

Thickness of different areas of pistons optimized, retaining same weight while increasing compression ratio from 12.3:1 to 13.0:1.

Air-intake duct and air box design minimizes air resistance. High fuel-discharge pressure promotes fuel atomization and maximizes combustion efficiency, while throttle response is maximized by intake funnels with a slash-cut design.

Magnesium construction of the oil pan and ignition cover contribute to a 4.4 lb. reduction in engine weight.

The titanium muffler is 6.17 lbs. lighter, improving concentration of mass. Its double pipe structure enables more effective utilization of the expansion chamber, while the variable exhaust valve achieves an improved sound and good power delivery across the rpm range.

Derived from the RC213V-S, the Honda Selectable Torque Control (HSTC) measures front and rear wheel speeds and body roll angle, and also uses attitude-detection technology developed for ASIMO.

Wheelie behavior is electronically mitigated during acceleration; based on wheel speeds, the ECU decreases the throttle-valve opening to reduce torque.

The slip rate of the rear wheel is restrained during cornering and acceleration; torque is controlled based on vehicle roll angle, such as when turning, contributing to a sense of security during the riding experience.

The rider can choose how strongly the engine brake is applied when the throttle is closed during deceleration; three levels of adjustability are available, depending on rider preference.

A quick shifter allows shifting up or down without use of the throttle or clutch; the driving load on gears is reduced during shifting, simplifying the rider’s shifting process on the track, on winding roads or in traffic. For both upshifting and downshifting, feel can be adjusted between three levels.

Adapted from the RC213V-S, the throttle-by-wire system (a first on a straight-four Honda) features a built-in Accelerator Position Sensor and improves response and rideability.

A first on a Honda, the full-color thin-film-transistor liquid crystal meter features Street, Circuit and Mechanic displays and is designed to be less intrusive for the rider.

A five-level Power Selector enables on-the-fly adjustment of riding modes, HSTC and suspension electronics, adapting the machine to changing conditions.

The lithium-ion battery is one-half the weight of the previous, lead-acid battery. Service life is improved, and the central mounting location helps improve mass centralization.

Meets current CARB and EPA standards. Models sold in California meet current CARB standards and may differ slightly due to emissions equipment.

2018 CBR1000RR Chassis / Suspension:

Portions of frame walls have been thinned down to reduce weight by 300 grams while maintaining appropriate flexibility.

Redesigned die-cast aluminum subframe is 800 grams lighter.

Swingarm section thicknesses have been adjusted resulting in weight reduction of 300 grams lighter and an increase in torsional rigidity.

Wheels have five Y-spokes instead of six for improved aerodynamic stability, while thickness has been reduced to cut weight by approximately 100 grams.

Radiator has a new high-density core that achieves same level of heat dissipation while reducing width by 30mm and weight by approximately 100 grams overall.

Available anti-lock braking system (ABS) features rear-lift control (RLC), for smooth, effective braking on corner entry; braking force is controlled according to lean angle, and hard trail braking is allowed.

2. | Model Overview

Three factors are key to the essence of the new CBR1000RR Fireblade: less weight, more power, and electronics to help the rider wherever and however they’re riding.

The new electronic control system provides constant, selectable and fine-tunable rider support. Central to the system is the 5-axis Inertial Measurement Unit (IMU), which measures exactly what the machine is doing, in every plane. It works the Honda Selectable Torque Control system (HSTC) that precisely manages rear wheel traction via the FI-ECU and Throttle By Wire (TBW). The new ABS braking (also managed by the IMU) offers Rear Lift Control (RLC) and the ability for hard, safe trail braking into corners. Any difference measured between the front and rear wheel speeds engages Wheelie Control, depending on settings.

Three standard display modes – Street, Circuit andMechanic – provide all the information required for the rider relevant to the type of riding. The information displayed can be fine-tuned and adjusted while riding by using the left hand switch gear and TFT liquid crystal display, just as on the RC213V-S, Honda’s road going version of its RC213V MotoGP machine.

While the electronic control is very much a new departure for the Fireblade, the other two factors draw faithfully on the philosophy of the original 1992 machine: the optimal balance of power and weight. Ninety percent of the main components have been changed in a relentless search for incremental weight reduction in every area. The engine revs harder and higher, with a much higher compression ratio and revised cam timing, and uses the TBW (a first for an inline four-cylinder Honda) and Accelerator Position Sensor (APS) also developed for use on the RC213V-S.

Bottom end torque and power are improved, with a significant increase in top-end power – up 10 HP to 189 HP / 141 kW @ 13,000rpm and 3 modes of engine output character can be selected.

Thanks to the use of magnesium and careful assessment and lightening of individual parts the engine also carries 4.4 lbs less. The new titanium exhaust muffler saves weight and aids mass centralization. Overall the Fireblade is a full 33 lbs / 15kg lighter than the outgoing model, with a wet weight of 432 lbs.

The twin-spar aluminum frame’s rigidity balance has been finely adjusted, and the swingarm is stiffer to match. A new rear subframe is lighter, as are the redesigned wheels, while new Tokico four-piston front brake calipers use high-performance track-ready brake pads.

The Fireblade’s bodywork outlines an aggressive, functional minimalism, and the machine is slimmer and much more compact. All lighting is LED and two stunning paint options – Grand Prix Red and Matte Black Metallic – will be available with a 3rd choice of Grand Prix Tri-Color for the SP version of the CBR1000RR.

3. | Key Features

3.1 | Chassis / Electronics

Inertial Measurement Unit (IMU)

Honda Selectable Torque Control (HSTC)

New ABS

Riding Mode Select System (RMSS)

The Fireblade’s new electronic control system provides several active features that many riders will find useful. The new ABS allows extremely hard braking while maintaining rear wheel contact with the ground, stopping the tendency for the rear of the machine to elevate or ‘back in’ around the front. It uses the 2-axis acceleration information from the Inertial Measurement Unit (IMU) and calculates the acceleration of the machine’s center of gravity in the lift direction and acceleration perpendicular to that, using the front wheel as the grounding point.

The new ABS delivers smooth, effective braking into a corner. With information from the IMU, plus front and rear wheel speed sensors, the ABS modulator controls braking force according to lean angle, even when emergency braking. But it also allows for hard trail braking by using two parameters (deceleration derived from wheel speed and front/rear slip rates) plus lean angle to vary the threshold of ABS intervention. ABS delivers an extra sense of security when braking hard on the road, and offers a performance edge in certain conditions on the racetrack.

In isolation all the functions of the electronic control system – plus the HSTC’s wheelie control – perform specific, individual tasks. When tied together, however and working seamlessly as one they provide technological rider support that truly elevates the super sports experience. Next Stage Total Control, indeed.

Like the RC213V-S the Fireblade uses a full-color TFT liquid crystal dash to clearly communicate information to the rider. It automatically adjusts to ambient light, with a backlight of up to 1000 cd/m2 luminescence and features 3 modes: Street, Circuit and Mechanic – each with the information most relevant for that particular usage.

There are 3 preset riding Modes, Track (1), Winding (2) and Street (3) that offer different combinations of HSTC, Engine Power and Engine Braking level. Riding mode 1 (Track) gives full power, with linear throttle response, low HSTC and EB intervention. Mode 2 (Winding) controls output through first to third gear, with fairly moderate power increase, medium HSTC and strong EB. Mode 3 (Street) controls output through first to fourth gear, with moderate power increase, high HSTC and strong EB.

In the two USER modes all parameters can be combined and adjusted freely; riding modes and HSTC can be changed while riding by using the up/down switch on the left switch gear.

The Shift-Up indicator is a horizontal line of 5 white LEDs located at the top; when engine speeds exceed user presets they go from solid to flashing. Displays include speedometer, tachometer, gear position, coolant temperature, riding distance and twin trip meters.

The onboard computer calculates instantaneous and average fuel economy, trip fuel consumption, average speed and time after last ignition, plus remaining fuel after reserve light and distance to empty (when selected). This information is shown on the bottom right of the screen.

In the upper display, middle right the rider can choose to see the Shift-Up indicator setting speed, grip angle, battery voltage, calendar, or user-defined text.

Switching between modes is controlled by a mode switch on the right of the left hand switchgear. Just above it is an up/down switch that manages and changes the information displayed within the mode.

3.2 | CBR1000RR Chassis / Frame

432 lbs wet weight

Showa 43mm Big Piston Forks (BPF) and Balance Free Rear (BFR) shock

Adjusted rigidity balance for the frame

Stiffer swingarm

Lighter subframe

New Tokico four-piston radial mount brake calipers

Redesigned wheels

Minimal and aggressively styled bodywork

As a machine now a full 33 lbs / 15kg lighter – with a wet weight of 432 lbs –the Fireblade’s physical handling has also been transformed. Rake and trail remain 23 °20’ / 96mm but the hollow die-cast twin-spar aluminum frame’s rigidity balance has been significantly adjusted to give even sweeter handling with outstanding steering response, feel and stability.

Thinned frame walls save 300g. While transverse rigidity is unchanged, the frame is 10% more flexible in the torsional plane, which works to deliver a faster-reacting chassis. Yaw moment of inertia has been reduced by 15%; roll moment of inertia by 10%. The Honda Electronic Steering Damper (HESD) unobtrusively maintains stability.

To complement the frame changes the aluminum Unit Pro-Link swingarm’s hybrid structure has had the thickness of each section adjusted, saving approx. 300g while maintaining transverse rigidity and increasing torsional rigidity.

The Showa 43mm BPF inverted telescopic fork with its large damping volume effectively reduces hydraulic pressure generated under compression and extension. This results in reduced play during the initial stroke and smoother damping, maximizing tire contact with the tarmac. Spring preload and rebound/compression damping are fully adjustable.

The rear suspension features a fully adjustable Showa Balance Free Rear Cushion (BFRC). Instead of a conventional single-tube layout, BFRC uses a double-tube design: the damper case and an internal cylinder. The damper piston has no valves – instead the damping force is generated as displaced oil passes through a separate damping component.

This allows pressure changes within the shock to be smoothly controlled. And because there are no small amounts of oil being used at high pressures, damping response and reaction are improved, and damping force can function smoothly during load input. Moreover, damping weight is generated consistently when switching from rebound to compression due to even pressure changes.

The die-cast aluminum subframe too has been redesigned and its thinner construction is at the same time highly rigid and 600g lighter – contributing to the concentration of mass and thus neutral handling feel with improved agility. Wheelbase is 1405mm; seat height is 832mm.

New front Tokico four-piston opposed radial mounted brake calipers are highly rigid, 150g lighter and do without hanger pins. Newly-developed high-mu (coefficient of friction) brake pads are fitted – these have a greater performance parameter at higher temperatures than standard pads. The aluminum wheels are a new five Y-shape design, saving approx. 100g. tire sizes are 120/70 R17 front and 190/50 R17 rear.

Minimal and dynamic are two words used to best describe the Fireblade’s new styling. The design team wanted to create tightly compact proportions and the upper and middle fairing surfaces have been reduced in size as far as possible. Forward tilting character lines inject an aggressive attitude, with a focus on mechanical functionality, detail and quality of finish.

24mm in width has been squeezed from the upper fairing. Airflow control from the flow surfaces of the fairing, to the surface angle of the headlights and the contouring of their side slits supports stability at speed. In a racing crouch the rider is tucked well out of the airstream. In normal riding situations air pressure is evenly distributed on the rider’s shoulders, back and sides.

18mm has been saved across the middle fairing and its ‘knuckles’ double as radiator intake structures that pass discharged air around the outside, and underneath, the rider’s legs. The knee grip area is 15mm per side slimmer, with the interface between tank cover and the seat unit athletically accentuated.

All lighting is crisp LED, with the twin front headlights offering high/low beam on both sides. Crowned with a sharply angled new logo the Fireblade will be available in two paint options: Victory Red and Matt Ballistic Black.

3.3 | CBR1000RR Engine / Electronics

Throttle By Wire (TBW)

Accelerator Position Sensor (APS)

Power Selector

Inertial Measurement Unit (IMU)

9 level Honda Selectable Torque Control (HSTC)

Wheelie Control

Selectable Engine Brake (SEB)

Riding Mode Select System (RMSS)

The 2018 Fireblade is the first inline four-cylinder engine from Honda to use Throttle by Wire (TBW) control. Derived and developed from the system used by the RC213V-S, its job is to put precise throttle control – and a very natural feel – in the rider’s right hand.

Heart of the system is a newly developed throttle grip Acceleration Position Sensor (APS) integrated into the right handlebar switchgear, which itself neatly mounts the engine start/stop switch – nothing more. APS converts movement of the grip into an electrical signal sent to the ECU, that then transmits it as an actuator signal to the TBW motor, achieving ideal throttle control relative to grip angle.

The return spring and other mechanisms inside the APS faithfully reproduce the initial play and feel of a cable, with throttle load set specifically for the Fireblade. Throttle bore is increased 2mm to 48mm (without increasing exterior width) and careful shaping of the intake funnels adds to the linear throttle response.

The Power Selector can be accessed through the RMSS. It offers 5 levels of output character: Level 1 give peak output in all six gears; Level 2 output is controlled in each gear to achieve smooth throttle feel under acceleration or deceleration; Level 5 has the strongest output control for most moderate throttle response. All levels have the same throttle response on initial opening.

Riding Mode (1) uses Level 1 as its preset, drawing out the full performance of the engine. Mode (2) uses Level 2, and is suitable for twisty roads and city environments, while Mode (3) goes to Level 5 for maximum security. Individual rider preferences can also be input manually through the USER 1 and 2 interface.

The Fireblade employs an enhanced version of the Honda Selectable Torque Control (HSTC) used on the RC213V-S. It controls engine torque via two sensing methods – the first uses wheel speed sensors to measure and compare front and rear wheel speeds. When the FI-ECU detects rear wheel acceleration (and front wheel deceleration) it reduces the TBW throttle position, and thus output, keeping the front wheel on the ground. Maximum application of the throttle is thus possible without fear of wheelies, with 3 levels of Wheelie Control, plus off.

The second sensing function detects machine roll angle. The IMU located under the seat detects rotational speed in the chassis’ roll and yaw directions, and acceleration in the longitudinal, lateral and vertical directions. It then calculates roll angle to control engine torque, maintaining rear wheel traction at the required level. The body roll calculation logic used by the ECU uses the same attitude detection technologies developed for Honda’s ASIMO humanoid robot, enabling the most precise calculation possible.

Nine intervention levels (plus off) are offered by HSTC to suit rider preferences, and the Riding Modes USER 1 and 2 enable individual changes to be made while moving.

There is also a Selectable Engine Brake (SEB) system to change engine-braking character to match rider preference and a range of conditions. Level 1 offers the highest braking force, Level 3 the lowest. The preset Modes 1, 2 and 3 use recommended settings, but through USER 1 and 2 can be set individually.

A Quickshifter with Downshift Assist system (as fitted to the CBR1000RR Fireblade SP1) is available as an optional extra.

3.4 | CBR1000RR Engine

10 HP power increase

Revised valve lift and cam timing

Magnesium covers and detail redesign saves 4.4 lbs

4-2-1 exhaust with titanium muffler

Redesigned slipper clutch

Honda’s engineers exhaustively re-examined the Fireblade’s 999.8cc inline four-cylinder engine to make it as light and powerful as possible. The result of the work is an extra 10 HP, the loss of 4.4 lbs and raised rev ceiling of 13,000rpm.

Peak power is 189 HP / 141 kW @ 13,000rpm, with peak torque of 84 ft/lb TQ (114 Nm) delivered @ 11,000rpm. Bore and stroke remain 76 x 55mm but compression ratio is up from 12.3:1 to 13:1. This is an engine in a very high state of tune and the crankshaft, valve train and transmission all use higher specification materials than the previous design.

The pistons feature an optimized wall thickness and a new crown design to raise the compression; the surface finishing of the piston-ring grooves has also been modified to improve sealing performance and efficiency. Valve lift and cam timing has been revised to match the higher rpm and greater engine performance.

Power up is just one part of the Fireblade’s story – reduced weight is another. So every part of the engine was scrutinised to see if it could be made lighter. All the engine covers are redesigned (clutch cover is aluminum; the ignition cover magnesium) and the length of the bolts, water hose and water hose bands have been reduced.

With a revised, rounded shape the radiator is 30mm narrower in overall width and 100g lighter (including a 30cc reduction in water capacity). Using a new high-density core it achieves identical heat dissipation and contributes to the slimmer frontal area of the fairing cowls.

The assist slipper clutch is completely revised with a single die-cast pressure plate and clutch center, and offers reduced load at the lever. For downshifts the slipper functionality remains the same as before but aluminum cam parts (instead of steel) save weight. The gap between the accelerating and decelerating cams has also been optimized, again improving lever feel when changing gear. All of the transmission gears have been pared down to save weight.

** Insert slipper clutch picture

The titanium irregular cross-section muffler is 6.17 lbs (2.8kg) lighter and minimizes the center of gravity change; it also creates an unmistakable sound tone from the exhaust on an open throttle. The exhaust supplier to the Honda Repsol MotoGP team was asked to develop the prototype and produced an exquisite design with the 4-2-1 double-skinned downpipes incorporating the exhaust valve within the first main pipe.

4. | Videos

CBR1000RR Video Review of Specs / Features

CBR1000RR SP Video Review of Specs / Features

5. | Photo Gallery / Pictures

6. | 2018 CBR1000RR Technical Specifications

2018 Honda CBR1000RR Specs / CBR Comparison Chart

Model

CBR1000RR

CBR1000RR ABS

CBR1000RR SP

ENGINE

Type

998cc liquid-cooled in-line-four-cylinder four-stroke

Valve Train

DOHC; four valves per cylinder

Bore x Stroke

76.0mm x 55.0mm

Compression Ratio

13:1

Induction

PGM-FI; 48mm throttle bodies

Ignition

Digital transistorized w/ electronic advance

Starter

Electric

Transmission

6 speed

Clutch

Multiplate wet

Final Drive

16T/43T; chain

SUSPENSION

Front

43mm telescopic fork; 4.7 in. travel

Rear

Unit Pro-Link® single shock; 5.2 in. travel

BRAKES

Front

Two 320mm discs w/ hydraulic calipers

Two 320mm discs w/ hydraulic calipers; ABS

Rear

Single 220mm disc w/ hydraulic calipers

Single 220mm disc w/ hydraulic calipers; ABS

TIRES

Front

120/70-17

Rear

190/50-17

190/55-17

MEASUREMENTS

Rake (Caster Angle)

23.3º

Trail

96mm (3.8 in.)

Length

81.3 in.

Width

28.3 in.

Height

44.3 in.

Seat Height

32.3 in.

Ground Clearance

5.1 in.

Wheelbase

55.3 in.

Fuel Capacity

4.2 gal.

Color

Grand Prix Red; Matte Black Metallic

Grand Prix Tri-Color

Curb Weight*

430 lbs.

433 lbs.

431 lbs.

* Includes all standard equipment, required fluids and full tank of fuel—ready to ride. Meets current EPA standards. Models sold in California meet current CARB standards and may differ slightly due to emissions equipment. Specifications subject to change.